Carbureter.



GARBURETBR.

APPLICATION FILED JAN. 26. 1909. RENEWED APR. 18, 1914. 1,099,293. Patented June 9,1914.

J. S. GOLDBERG H. G. TILLOTSON.

m n m Q Q m 8 mm s Q m fifl mm m k m n B PM mufi H mm mm U Q w EC m km x mm mm v mW Tm n mm & mm h w A/ mm 2 k NE H J m g m C m@ 3 km 8 m I 3 3 9w w 0 mm 3 mm w w m m mm mm B m. o a k w R f k m v a m Q N kw mm w RN 4 mm m mm g y a QR W mm m 8 aw Q 8 3 vw Q m k mm k um Q mm mm V Q MW mm .3 mm Q g R mm 3 MN Q N m m g w m w $6M k W ED STATES PATENT onnrcn,

JOHN S. GOLJ DBERG'AND HARE-Y C, TILLOTSON, OF CHICAGO, ILLINOIS, ASSIGNORS TO STBOMBERG MOTOR DEVICES COMPANY, OF CHICAGO, ILLINOIS. I

oaaiaunnrna.

Specification of Letters Patent.

Patented J true 9, 19141.

Application filed January as, 1909, Serial no; 474,276. Renewed April 18. 1914. Serial No. 832,986,

To all whom it may concern,

Be it known that we, JOHN S. Gonunnnc and I'IARRY C. TILLOTSON, citizens of the United States, residing at Chicago, in the county of Cook and State of Illinois, have invented a new and useful Improvement in stood by reference to the accompanying drawing, which is a longitudinal sectional vlew.

The carbureter frame is an integral casting, comprising the bodypart 1, from the lower end of which extends the shelf 2 for supporting the float chamber and fuel valve mechanism parts. Extendingfrom the top of the, body part at the side opposite from the shelf 2 is the frame 3, forming an aux: iliary air inlet. chamber 4 and serving to support the various automatic valve mechanism parts. The body part'comprises the annular base 5, from which extends the outer cylindrical shell 6 and an inner shell 7, whichform betweenthema heating jacket 8. Across the frame 5 is the bridge section 9, which supports a sleeve 10 which extends axially with reference to the base 5 and the suitable shell 7. The greater part of the sleeve 10 is hollow and provides a chamber 11, the upper end of the sleeve having a threaded axial opening 12, in which is threaded a nozzle frame 13, this nozzle frame being inserted through the lower end of the sleeve and secured in the threaded-opening 12 by some instrument engaging with the slotted head 14. The lower end of chamber 11 is closed by athreaded plug 15, as shown. A passageway 16 connects chamber 11 with the fuel reservoir 17. I

The lower section of the shell 7 is of the same inner diameter as that of the annular base part 5, while the intermediate zone 18 face of-said'zoue will coincide with the outlet of the nozzle frame. The upper section or zone 19 of the shell 7 diverges toward and meets the upper end of the outer shell 6. We thus have passageway 20 through thecarbureter, whose lower zone is cylindrical, whose intermediary zone is conicully convergent and whose upper zone is divergent, and the nozzle end lies in the apex of the intermediary conical-section. The lower end of the passageway is open to atmosphere, and air can therefore enter and flow upwardly through the passageway, and this air is deflected by the conical walls of the intermediary zone audits energy directed across the outlet of the nozzle to extract oil therefrom, and the diverging zone part will cause the air and oil to become thoroughly mixed to form a suitable mixture for the engine to be supplied. The sleeve 10 is also threaded externally to receive a sleeve 21, which carries a cup-sha ed annular flange 22. This cup-shaped first place acts as a valve to control the flow of air into the passageway 20, the adjustment being effected by rotating theflange about the sleeve 10 to increase: or decrease the passage area between said flange and the lower end of the base 5. flange also acts as the priming receptacle and its diameter is greater than that of the flange projection 23 at the lower end of the base 5 forming the entrance to the passageway 20. When oil is fed to. the flange .for priming purposes its level will be above the lower end of the flange 23, and when the engine is. started air will be drawn over the outer edge of the flange and must pass through the oil-within the cup in order .to pass by the flange 23 to reach passageway 20. The incoming air is therefore thoroughly saturated with oil and a very rich starting mixture is assured. The flange is locked in any adjusted position by means of a plunger 24 engaging in looking grooves 25 formed in the sleeve 21, the plunger being carried in a barrel 26 screw-threading through the base part 5, a spring 27 within the barrel pressing against the plunger and tending to hold it in looking engagement with the sleeve 2]..

The frame section 28 above the walls 6 and 7 forms a mixing compartment 29, which communicates with the upper end of passageway 20 and: with the inner endof nlet compartment 4. 'The upper end of ange in the This cup-shaped frame 28 has a flange 30, by means of which connection may be made with the engine to be supplied. A shaft 31 extending diametrically through the frame 28 carries a disk valve 32 operable to control the flow. of fuel from the. carbureter ,to the engine to be supplied. 7

The shelf 2 supports the cylindrical glass shell 33, covered by a ,cap 34, the base, shell and cap forming the oil receptacle 17. The flange 35 extends downwardly from the shelf 2 and supports'a fuel inletframe 36, which is held in'place by the coupling flange 37, threading on the flange, 35. The shelf 2 also supports a valve disk 38, which is held in place by means of a nut 39 engaging the lu ha s the axial passageway 41, whose lower end communicates with the interior of frame -36 and whose upper edges are beveled to form avalve seat. 42. Extending upwardly from" the shelf 2, concentric with the passageway 41, is a sleeve 43, through which passes a valve stem 44. In the lower end of this stem is a pocket.45 for receiving the spindlevalve stem 46, this valve stemibeing held in place by a pivot, pin 47, as shown. The valve point 48 is adapted for -engaging the valve seat. 42 to open and close the passageway 41 and to control the flow of oil therethrough from the inletframe 36 to the oil chamber 17. 4 The lower end. of the sleeve 43 has diametrically opposite slots/49, 50,

through which extend the points 51 and 52 of foot-shaped levers 53 and 54, these levers being pivoted at 55 and 56 between-the walls adjacent the slots 49', 50. Encircling the sleeve 43 is an annular float frame 57, slidable longitudinally along said sleeve. The upper :end of sleeve 43 is threaded and. receives at its end the cap nut 58, a spring 59 encircling the valve stem and abutting against the head of this cap nut and a ledge 60 formed on the valve stem 44, the tendency of this spring being to force the valve stem downwardly and to cause closure of the passageway 41 by the valve point 48. The float frame engages the outer ends 61, 62 of the levers 53, 54, and whenthe oil in the reservoir reaches a certain low level or the reser-' 'voir is empty, as shown in the drawings,the heels 63, .64 of these levers will engage the disk 38. Under such conditions the weight of the float frame is suflicient to hold the lovers against the-disk 38,so that the points 51, 52 which engage the lower end of the valve stem 44 will raise this valve stemv against the force .of spring '59 to thereby raise the valve point 48 and to open the passageway41.- In service, the frame 36 is connected with asource of oil sup ly and the oil will flow upwardly through t e open-passageway 41 and into the reservoir 17 a certain level is reached the buoyant efi'ect of the oil will decrease the pressure of the 40 extending from the disk. The lug 40 When float frame against the levers, and the weight ofthe valve stem, together with the pressure of the spring 59, will gradually v overcome the effects of the float frame and the valve will gradually .close the passageway 41 as the oil reaches the predetermined level. As soon, however, as the engine is set inoperation, oil is withdrawn from the reservoir and the float frame again becomes effective to cause'the opening of the fuel valve, and thus the fuel valve is automaticallymoved toward opening'or closing posi tion to control the inflow of oil and to main tain the. oil at a predetermined level within the reservoir. The upper end of the valve stem terminates in ahead 65, which enables thevalve stem to be actuated manually, this being desired for starting purposes; while the valvestem is raised and the reservoir quickly filled to a level above the nozzle outlet, the nozzle overflowing and the oil filling the cup frame 22. The cover 34 has a central neck part 66, which is threaded to en gagethe sleeve 43' and the outer periphery 67 is preferably knurled. Withthislarrangement great leverage is provided upon ,the rotation of the cover, and the cover with but very Y little force and without any special tools can be actuated to firmly clamp between it and the shelf 2' the cylindrical shell 33 to thus form an oil-tight reservoir. The shell 33 is preferably of glass, so that all the valve parts within the reservoir are'at all times visible, and washers 68 of leather or other suitable material may be inserted between the shell and the adjacent metallic parts.

Encirclingthe neck 66 is a collar 69, from which extends a vertical arm 70, the collar being held in place by a screw 71, passing through the arm and with its point engaging in the groove 72' surrounding the neck 66,

the arm being thereby adapted to berotated to any position about the neck. At the upper "end of the arm is pivoted a'bell crank lever 73, whose one arm74 is adaptedfor engagementunder the head 65 and whose other arm 75 may be connected with suitable lever mechanismwhich may be suitably. near the operator of an automobile, so that the carbureter can be adjustedjfor starting purposes frofn the operators seat. A spring 76 normally holds the lever away from the head 65 and a spring plunger 77 cooperates with slots 78 cut in thecap nut 58 to lock said cap nut in any adjusted position.

On thetop of framek3 is'supported the valve frame 79, which has passageways 80 through which the valvev chamber 81 may communicate to the atmosphere. The lower ed e of the valve frame is beveled to form'a va ve seat 82 with which a disk valve 83 co operates. The valve disk hub 84 is secured to a valve stem 85, which passes axially. through the hub 111 supported from the valve frame 79, the lower part of the valve noeaees stem passing axially through a sleeve 86 ex-' tending downwardly from the lower wall of the frame 3, The sleeve 86' has internal threads at its lower end and receives an abutment plug 87 through which plug also the lower end of the valve stem passes. A spring 88 encircles the valve stem and abuts at its 11 per end against the valve disk 83 and at its lower end against the lug 87, this spring tending to hold the va ve disk 83 against its seat 82, the force of the spring being adjustable by lon itudinal movement ofthe plug 87. When t e engine begins its operation suflicient air will be admitted into passageway 20 by the frame 22 and this air rushing past the nozzle end willsuck up oil,

and the oil and air becoming mixed upon thepassage through the diverging zone and through the mixing chamber are delivered to the engine. As the engine increases in speed and its suction becomes stronger, more 011 and more air are necessary. The primary air supply through the passageway 20 becomes insufiicient and valve 83 will be opened automatically'by the suction and air will flow through passageways 80, around the valve 83,-and through the chamber 4 into' the mixing chamber, this additional supply of air being thus controlled automatically by the valve 83 and the operation of said valve being controlled primarily by. the spring 88. As the speed, and therefore the suction, still increases, the nozzle 13 will no longer be able to sup 1y suflicient oil, and unless provisionis-ma e for further'oil supply the valve'83 will be opened to a greater extent by the increased suction and too much air will be drawn in and the mixture will not be properly proportioned. 4

One of the main objects of our invention is to provide for additional fuelsupply to the mixing chamber, which additional supply is entirely automatically controlled by the automatic air inlet valve; Theadditional oil supply means is in the form of a second nozzle89 which is always above-the level of the oil in the reserv ir and which projects into the passageway to be in the path of airflow controlled by the valve 83. This independent nozzle 89 is thus subject to the "aspirating effect of the air entering through the auxiliary air inlet, but is not so subject to the flow of airthrough the main air inlet, and 'we thus provide an effective arrangement for substantial coiiperation between the auxiliary fuel and the auxiliary air. The response of the auxiliary fuel is delayed with the delay in the response of the, auxiliary air valve until the greater suctions are attained and this delay may he made more definite by disposing the second nozzle at'a higher level than the first nozzle. After the response of both auxiliary air and fuel, the air valve being properly retarded at as above described, the cooperation resides in the fact that the issue from the nozzle 89 narily be negligible) from the" fuel nozzle 89before the auxiliary air valve is opened. This feature includes means for adjustment by which the bleeder may be brou ht into and out of action and by means 0 which, when the bleeder is in action, the response of fuel from the nozzle 89 may be definitely and adjnstably'delayed even somewhat beyond the opening of the auxiliary air valve. As best shown in Fig. 3, the carbureter frame has the enlargement 90, in which is formed the passageway 91, through which the nozzle 89 is inserted, the nozzle being threaded into position as shown. After insertion of the nozzle the end of the passageway 91 is closed by means of a plug 92. The enlargement forms a horizontal shelf 93 from which extends a passageway 94, whose lower end communicates with the assageway 91 connecting with the nozzle. The upper end of this passageway communicates with atmosphere and the adjacent edges are beveled to for-ma-valve seat 95. A duct 96 extends through the base 5 and through the through this barrel is a valve stem 99, whose lower valve end 100' coiiperates with the valveseat' 95. .A spring 101 within the barrel abuts against the. shoulder 102 on the valve stein and a shoulder 103 near the top of the barrel, this spring tending to force the valve spindle downwardly, the desired movement of the valve stem being, however, limited by the head 103 at the upper end of the valve stem, which head engages the upper end of bar1'el 98. By the rotation of the barrel 98 the adjustment of the valve end with reference to the valve seat 95 can be regulated. A lockin plunger 104 extends from pocket 105 and .)y means of spring 106 is held in looking engagement in looking slots 107 provided in the outer'faoe of the barrel 98. j

The adjustment illustrated is such that the valve end 100 will be supported away from the seat 95 bv the head'on thestem- 99 when the valve 83 is closed and therefore the nozzle 89 will be connected directly with. atmosphere through passageway 94 and the only nozzle 13 will supplyoil.

the oil within passageway 96.

suction of the'engine will have noefiect oh In other words, suction on the "oil in the passageway 96 is then controlled entirelyby theatmospheric inlet 94. Therefore in the beginning of the operation 0t the, engine, when valve 83 is closed, nozzle'89 will be inefiective and As the engine increases in speed and suction, additional air flow is provided. for by valve 83, and this valve upon opening willcarry the valve point 100 toward the seat'95, and as soon as the condition is reached where nozzle 1 3 will be inadequate for the oil supply and the suction becomes such that the valve 83 will be opened Wider, the valve point 100 will be carried against seat and theatmosphere passageway 94 closedland the sue-- tion can then become effective to draw oil from the nozzle 89, and the oil from this nozzle is carried into the mixing chamber with, the air entering through passageway 1. Of course, as soon as the valve 83' moves downwardly the entrance to passageway 94 will be decreased and the suction effect on the nozzle will increase so that oil will begin to rise into the passageway 91 and nozzle 89, but oil will not be delivered from the nozzle until such proper time when more oil is required by the engine. As soon as the passageway 94 is closed by the valve end the valve 83 can open to any'further extent depending u on the suction, the spring 103 firmly holding the valveend 100 against the seat 95. v of the engine again decreases valve 83 will close, whereupon theatmosphere passageway 94 again opens and the nozzle 89 ceases to supply oil. .VVith this arrangement theadditional oil supply is definitelycontrolled entirely automatically by the automatic air valve, the operation being such that the valve 83 will supply additional air as the requirements vary and the valve 100 is automatically controlled by the movement of the valve 83 to c'auseiadditional oil supply in proportion to the air supply controlled by.

the valve 83. The supply and the proper proportioning of air and oil are thus entirely automatically controlled by the various nozzle valve mechanisms to meet all the varying conditions of operation of the engine to which the carbure'ter is connected.

The spring 88 will be sufficient during the ordinary operation of an engine to properly control the valve 83, but'its control of thevalve will not be accurate after the engine reachesa certain speed the suction becoming greatly increased will not be sufficiently resisted by'the spring 88 and too much air would enter; the spring 88 being comparatively light in lation under ordinary" conditions of operation. As ameans for'assisting the spring 88 to give "proper regulation after a certain 1n- -7 9, the spring 114 in such As soon as the speedthe carburetor is to supply,

automatically regulated so order to afiordproper regu-,

crease of speed, a .sec0ndary"spring-108 is provided, this spring 'encircling the valve stem 85 hetweenan end nut .109 secured to the stem and the ca nut 11 0 engaging'theneck- 111 extending 1 rom the frame 79,. As

shown, the adjustment issuch that the u per end of the secondary springis away, om

the nut 109 when the carburetor is at rest,

but duringoperation of the engine the valve 83 moves downwardly and when the critical point is reached the nut 109- will' engage with the secondary spring andthe secondary spring then becomes efiective to assist the spring 88 in controlling the operation of valve 83 and to prevent the admission of too, much air. The suction efiect on the valve 83 under such high speed conditions is considerable and the secondary spring is therefore made comparatively heavy.'. The time at which the-secondary spring comes into operative service is adjustable by meansof the cap nut 110, which is carried in adjusted position by the lock plunger 112 carried in the barrel-113, supported from frame barrel tending to plunger into locking engagement force the With the locking slots 115 out inthe cap nut. The spring 88 is also readily adjustable upon the rotation of the sleeve 116 connected with.

the outer end of the plug 87 and encircling the extension 86, a spring plunger 117 suitably supported tending to lock the plu 87 j in adjusted position'by engaging invloc ing slots 118. v

All the parts of the carbureter: are of very simple but durable construction and the vav rious adjustable parts can be easily and 'quickly manipulated without the use ofspe- N0 adjustments are necessary the I :carbureter cial tools. after a primary setting of parts in connection with the engine which the parts after such setting being mutually controlled and that for all conditions of operation ofthe engine the explosive mixture will be the most eiiicient.

- We do not wish to be limited to the precise constructions and arrangements as illusout departing from the scope of our inven tion.

automatically controlledby said valve for adjusting said atmosphere inlet to control the oil flow from the nozzle; 7

chamber, an oilfn'ozzle, an 011 reservoir connected with said Oll nozzle, an

atmosphere inlet to said nozzle, and a valve operating according to and by the engine ,trated, as changes canreadily be made withj refs, .1

-' 18.8 2. In a carburetor, the combination of a I carburetlng suction for automatically controlling the inlet to allow the extraction of oil from sa'id nozzle.

3. In a carburetor, the combination of a carburetingchamber having an air inlet, a nozzle for supplying oil to the carbureting chamber, an oil reservoir connected with-the nozzle outlet, an atmosphere inlet to said nozzle for rendering the generation of suction Within the carbureter chamber more or less inefiective to extract the oil, and means controlled by the air flow through the inlet for controlling said atmosphere inlet to allow extraction of oil from said nozzle.

4. In 'a carbureter, the combination of a carbureting chamber, a nozzle for supplying oil to the carbureting chamber, an oil reservoir connected with the nozzle through a passageway, said carbureting chamber be.

ing connected with the reservoir by way of said nozzle and passageway, said nozzle outlet being above thelevel of oil in said reservoir, an atmosphere inlet to said passageway, said inlet rcndering the creation of suction within the carbureting chamber in effective to extract oil, and valve mechanism for automatically controlling said inlet to allow extraction ofoil from said nozzle.

5. In a carburetor, the combination of a carbureting chamber, a nozzle for supplying oil to the carbureting chamber, an oil reservoir connected with the nozzle through a passageway, said carbureting chamber being connected with the reservoir by way of said nozzle and said passageway, said nozzle -outlet bein above the level of oil in said reservoir, an atmosphereinlet to said passageway, said passageway inlet rendering, creation .of suction Within the carbureting chamber more or less efiective to extract oil, an air inlet to the carbureting chamber, a valve automatically controlling said air inlet, and valve mechanism actuated by said valve to control the atmosphere inlet to allow extraction of oil from said nozzle.

6. In a carburetor, thei combination of a carbureting chamber, a nozzle for supplying oil to the carbureting chamber, an oil reservoir connected with the nozzle through a passageway, said carbureting chamber being connected with the reservoir by way of said nozzle and passageway, said nozzle outlet being above the level of oil in said reservoir, an atmosphere inlet to said passageway, said atmosphere inlet rendering the creation of, suction within the carbureting chamber more or less ineflective to extract oil, an air inlet 'to the carbureting chamber, a valve automatically controlling said air inlet, and valve mechanism carriedby said inlet valve for controlling said atmosphere inlet upon opening of the inletvalve to allow extraction of. oil from said nozzle by the suction within the carbureting chamber.

7. In a carburetor, the combination of a carbureting chamber, a. main-nozzle for supplying oil to the carbureting chamber, an auxiliary nozzle'for supplying-oil to the carbureting chamber, an oil reservoir con+ nected with said. nozzles, an air inlet, an automatic valve controllin said inlet, an atmosphere inlet to the au iary 'nozzleefiiective when ,the air valve -is closed to render the auxiliary nozzle inoperative, and means automatically controlled b the air valve for adjusting theatmosphere inlet to render the auxiliary nozzle operative when said air valve has been opened a predetermined amount. i

8. In a carburetor, the combination of a carbureting chamber, a main nozzle for supplyin oil to the carbureting chamber, said main nozzle being always "operative, an auxiliary nozzle, an air inlet. to the carbureting chamber, a second air inlet associated with said auxiliary nozzle, an automatic valve controllin saidsecond inlet, and means for render ng the auxiliary nozzle inoperative during a predetermined range of operation of the air valve and for causing the auxiliary nozzle to become efiective at .a

certain point in the operation of said air valve.

9. In a carburetor, the combination. of a carbureting chamber, a main nozzle for supplying .oil to the carbureting chamber. and always operative, an auxiliary nozzle for assisting in supplying oil to the carbureting' chamber, an air inlet to the carbureti ng chamber, a second air inletassoclated with said auxiliary nozzle, an automatic air valve controlling said second inlet, and means for rendering the auxiliary nozzle inoperative during a predetermined range of operation of the automatic valve, said means bein' controlled by saidvalve to coiiperate wit said first means to render the auxiliary nozzleoperative when a certain .point 1n the operation of said automatic valveis reached.-

10. In a carburoter, the combmation of' a common carbureting chamber connected with anengine adapted to be supplled, an

oil reservoir, a main oil inlet and an auxiliary oil inlet to said carbureting chamber, both said inlets opening permanently into the carbureting chamber and being connected with the oil reservoir, an air inlet, a valve controllin said air inlet, means forreventing the withdrawal of oil through t e auxiliary inlet by suction when said valve 13 "closed, and means automatically controlled upon opening of the valve to render said first means ineffective thus to allow oil flow through said auxiliary inlet.

11. In a carburetor, the combination of a carbureting chamber, an oil reservoir, an oll inlet communicating with the carburetmg chamber and with the oil reservoir, an air inlet to the carbureting chamber, a valve controlling said inlet, said carbureter being adapted for connection with an ,engine so that suction will be created in the carbureting chamber upon operation of the engine,

; means for destroying the suction efiect at the oil inlet when the valve is closed andwhen it is opento'a certain extent, and means for automatically allowing the suction to become effectiveto extract oil through the inlet when said valve opens beyond said extent.

12. Ina carbureter, the combination of a suction chamber, an inlet to the suction chamber, a valve controlling said inlet, a fuel passageway permanently connecting a source of fuel with the suction chamber, an auxiliary air inlet to the suction chamber byway of part of said passageway for nullifying or decreasing the suction effect on thefuel in the passageway, air .inlet being controlled by the valve to "adjust the suction effect on the oil in the passageway. r

13. In a carbureter, the combination of a carbureting chamber, a fuel passageway for feeding fuel to the carbureting chamber from a fuel source, an atmosphere inlet to said pas sageway for' preventing withdrawal of fuel from said passageway by suction within the carburetingchamber, and means for automatically controlling the inlet according to and by means of the engine suction to allow the extraction of fuel from said passageway.

14.111 a carbureter for internal combustion engines, a carbureting chamber having .a-mixture outlet at the topand having a main air inlet and passageway leadmg thereto from the bottom, a throttle valve controlling said mixture outlet, a liquid fuel reservoir, 3. main fuel nozzle disposed in said passageway and connected with said reservoir," means for maintaining a constant level of liquid fuel in said reservoir, the feed outlet of said main fuel nozzle being a short distance above said fuel level, an auxiliary air inlet and passageway leading into'said carbureting chamber at a considerable distance above said fuel level but below said suction-operated valve control-- ling said auxiliary air inlet responding.

throttle, a

only on the higher suctions, two springs arranged to resist the opening ofsaid valve, one of said springs being always in action .and theother bein spring and coming into play a er the valve has been opened a predetermined amount, and an independent auxiliary fuel nozzle leading from said reservoir into said aii'xiliary passageway and having its feed outlet at a considerably greater distance above said fuel level "than said main feed outlet, both of said fuel nozzles thus permanently oommunicating with the same carbureting chamber land being thus subject to variations in said auxiliary level than said a stronger the upper nozzle being delayed due to the height to which the liquid fuel must be raised be fore it reaches the upper feed outlet until the auxiliary air valve opens to control the aspinating effect on said auxiliary nozzle.

15. Ina carburetor 'for internal combustion engines,a carbureting chamber having a mixture outlet at the top and having a main air-inlet and passageway leading thereto from-the bottom, a throttle valve controlling said. mixture outlet, a liquid fuel reservoir, a main fuel nozzle disposed in said passageway and connected with said reser voir, means for maintaining a-constant level of liquid fuel in said reservoir, the feed outlet of said main fuel nozzle beinga short distance above said fuel level, an auxiliary air inlet and passageway leading into said carbureting chamber at the side at a consid erable distance above said fuel level but belowsaid throttle, a valve controlling said auxiliary air inlet, and a permanently open independent auxiliary fuel nozzle leading from ,said reservoir into said auxiliary-passageway so as to be directly subject to the aspirating effect of the air entering through said auxiliary air inlet but .not so subject to the air'entering through said main air inlet, and having its feed outlet at a considerably greater distance above said fuel main feedoutlet, both" of said fuel nozzles thus permanently communicating with the same carbureting chamber and being thus subject to variations in pressure therein, the lower nozzle being active at all suctions and the response of the upper nozzle being delayed due to the height "to which the liquid fuel must be raised before it reaches the upper feed outlet.

16. In. a carbureter for internal combustion engines, a carbureting chamber having a mixture outlet at the top and having a. main air inlet and passageway leading thereto from the bottom, a throttle valve controlling said mixture outlet, a liquid fuel reservoir, a main fuel nozzle disposed in said passageway and connected with said reservoir, means formaintaining a constant level'of liquid fuel in said reservoir, the feed outlet of said main fuel nozzle being ashort distance above said'fuel level, an auxiliary air inlet and passageway leading into said carbureting chamber at-the .side'at a considerable distance above said fuel level but below said throttle, a suction-operated 'valve controlling said auxiliary air inlet responding only on the higher suctions, and a perm'anently .open independent auxiliary fuel nozzle leading from said reservoir into said auxiliary passageway so as to be directly subject to the aspirating effect of the air entering-through said auxiliary air inlet but not so subject to the air entering through said mainair inlet andhavin its feed outlet at a considerablygreater istance above said fuel level than said main feed outlet, both of said fuel nozzles thus permanently communicating with the same carbureting chamber and being thus subject to variations in pressure therein, the lower'nozzle being active at-all suctions and the response of the upper nozzle being delayed due to the height to which the liquid fuel, must be raised be-' fore it reaches the upper feed outlet until the auxiliary air valve opens to control the aspirating effect on said;' auxiliary nozzle.

17. In a carbureter'for internal combustion engines, a carbureting chamber having a mixture outlet at the top and having a main air inlet and passageway leading thereto from the bottom, a throttle valve controlling saidmixture outlet, a liquid fuel the higher suctions, two springs arranged to.

use

reservoir, a main fuel nozzle disposed in said passageway and connected with said reservoir, means for maintaining a constant level of liquid fuel in said reservoir, thefe'ed outlet of said. main fuel nozzle being a short distance above said fuel level, an auxiliary air inlet and passageway leadin into said carbureting chamber at a consi erable dis tance above said fuel level but below said throttle, asuction-operated valve controlling said auxiliary air inlet responding only on resist the opening of said valve, one of said springs being always in action and the other being a stronger springand coming into lay after the valve has been opened a predetermined amount, independently adjustable means for determining the tension of the first spring and for determining the point where the second spring comes into action, and an independent auxiliary fuel nozzle leading from said reservoir into said auxiliary passageway and having its feed outlet at a considerably greater distance above said fuel level than said main feed outlet, both of said fuel nozzles thus permanently communicating with the same carbureting chamber and being thus subject to irliletsbeing permanently open, a normally.

0 osed suction-controlled valve for theother air inlet, and a fuel nozzle for each air inlet, both fuel nozzles bein in permanent open communication \vitli t 1e carbureting cham her but each fuel nozzle being disposed in the pathway of the air entering its respective air inlet so as to be directly subject to the inlets being permanently open, a normallya closed suction-controlled valve for the other air inlet, and a fuel nozzle for each air inlet, both fuel nozzles bein in permanent open communication with t e carburetingchamher but each fuel nozzle being disposed, in the pathway of the air entering its respective air inlet so as to be directly subject to the aspirating effect of the air entering its respective air inlet but not so subject to the air entering through the other air inlet, and means for resisting the opening of said suction controlled valve so that it will respond only-on the higher suctions.

, 2O. In an engine carbure ter, a carbureting chamber, a fuel reservoir, a main air inlet, a main fuel nozzle connected with said reservoir and associated with said main air inlet, an independent permanently open auxiliary fuel nozzle connected with said reservoir and havin its feed outlet at a point higher than the eed outlet ofcthe main nozzle, a

throttle controlling the mixture outlet, an

auxiliary air inlet, a suction-controlled valve controlling said auxiliary air inlet, a plu rality of springs arranged to resist the opening movement of the valve, said springs coming into play successively and means for adjusting the tension of the first spring and determining the point at which the second spring comes into play.

21. In a carbureter for internal combustion engines, a carbureting chamber havin a mixture outlet and two air inlets, one 0 said air inlets being permanently open, a normally closed suction-controlled valve for the other air inlet, a fuel nozzle for each air inlet, each fuelnozzle being disposed in the pathway of the air entering its respective air inlet so as to be directly subject to the aspirating effect of the air entering its respective air inlet but not so subject to the air entering the other air inlet, and two springs arranged to resistthe opening movement of said valve, one of said springs being always in action and the other being stronger than the first and coming into play only after the valve has opened a predetermined amount.

' '22; In combination, a double carburetor, each element comprising an air inlet and a fuel inlet, each fuel inlet being disposed in the pathway of the air enterin its respective air inlet so as to be directly su j ect to the aspirating effect of the air entering its respective air inlet but not so subjectto the air enterin through the other air inlet, the air inlet 0 one carbureting element bemg permanently open, a suction-controlled valve controlling the air inlet of theother'carbureting element, and a plurality of springs arranged to resist the opening movement 5 of saidvalve, said springs being arranged to come into play successively."

.23. In a carbureter for internal combustion engines, a carbureting chamber having a throttle-controlled mixture outlet, permanent air inlet means of constant size leading into said carbureting. chamber, valve-com trolled-air inlet means leading into said cars bureting chamber, and a fuel nozzle for each both fuel nozzles being in 7 air inlet means, 15, permanent communlcatlon wlth the carbureting chamber but each' fuel nozzle being disposed in the pathway of the air entering its respective air inlet 50 as to be directly subject to the aspirating effect of the air entering its respective air ject to the air entering 'through'theother air inlet,

In witness whereof, we hereunto subscribe 'ourtnames, this 20th day of January, 19() 9.

JOHN S. GOLDBERG. I HARRY C. TILUO'ISON.

Witnesses forboth; v

CHARLES J. SCHMIDT, GEORGE E HIGHAM.

inlet but not so sub- 20 

